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Click here to see photographs of the ex-Great Central and Great Northern lines around Nottingham
| "The Olden Days" |
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| Annesley yard shunter 1912 |
| Ex-"ROD" 2-8-0 no.6262 at Annesley c.1929 |
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| She was rebuilt in 1944 as "O4/8" no.63819 and withdrawn from Langwith Jct in November 1965 |
From the Engine Shed directory 1947:
"The shed is on the East Side of the Great Northern Leen Valley Branch (closed to passenger traffic) about two and a half
miles north of Hucknall. At this point the L.M.S. Nottingham - Mansfield, the Leen Valley Branch, and the G.C. Main lines
are running parallel. The actual position of the shed is 53.04.20N; 01.12.50W - ANNESLEY"
| Yours Truly, now a fireman at Peak Rail |
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July 25th saw another "get-togethsr" at Peak Rail, Rowsley. Click the above pic to see more photos!
I first started being interested in trains (i.e.trainspotting) around 1952. (I know that it was about this time, because one
of the first "namers" I saw was "B1" 4-6-0 no.61029 "Chamois", and it was transferred from Sheffield
Darnall (41A) to St.Margarets (64A) in 1953)
I was seven years old, and used to walk from my home at 27 Abbots Rd, Beauvale Estate all the way down Sandy Lane, to
Hucknall National Junior School.
As I crossed the bridge over the GC I used to wait at around 08.30 for the "Master Cutler on its southbound journey
to London Marylebone. It was always headed by one of Leicester's (38C) "A3"s, nos. 60049 "Galtee More",
60052 "Prince Palatine", 60054 "Prince of Wales", 60102 " Sir Frederick Banbury", 60104 "Solario"
and 60107 "Royal Lancer". I would then wait for the "twenty to niner", Maylebone to Bradford,usually headed
by a "V2" 2-6-0. Then it was run like mad to get to school before assembly at 08.55!
All my available spare time was spent on the fence outside Hucknall Central Station - I'm sure it never rained in those
far-off days!
My Railway Career
(Memories of an Annesley fireman)
After passing my 11-plus,as a pupil of Carlton-Le-Willows (Nottingham) Grammar School, I was expected to leave school at 16+
having taken my G.C.E’s. Not bloody likely! I begged and pleaded with my mother to send a letter to the headmaster asking
for my release on my fifteenth birthday. I suspect he was only too glad to oblige! The only things I was interested in, were
girls, sports and rock ’n’ roll. The only job I ever wanted to do was to be an engine driver (didn’t we
all!), so after an brief interview with Mr. Ede, the Shedmaster, and a subsequent medical at Derby, I started my working life
at Annesley ( coded 16D,-ex 38B) at 08.00 on January 11th 1960.
| Annesley MPD viewed from Newstead (GN) crossing. |
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| After passing Newstead box, the gradient steepens to 1 in 75! (CLICK TO ENLARGE) |
ANNESLEY MOTIVE POWER DEPOT
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| A 1957 view. Note the "A5" 4-6-2 tank on the slip road. |
| CLICK TO ENLARGE |
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| Annesley M.P.D. c.1963/4 |
| Copyright Colin Swainson Oct 1965 |
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| Four "Black 5's" stand on the shed front. Three months later Annesley closed completely. |
| Photo copyright Roy Warhurst. |
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| An unidentified "9F" 2-10-0 stands under the coaling plant on a busy afternoon. |
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| "K3" 61804 has just come off the ashpits. She was withdrawn from Woodford (2F) in March 1962 |
| Sunday 2nd June 1957 |
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| Frodingham (36C) O4/6 2-8-0 no.63906 outside the shed shunters cabin. withdrawn from 36C Jan.1965 |
| Sunday 25th August 1963. |
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| 92033 has just been disposed of, and is on her way to the turntable. |
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| "Standard 5" 4-6-0 73156 stands on no.1 road in 1959. Withdrawn from Bolton (9K) in Nov.1967 |
| Photo c.1958/59 |
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| "K3" 2-6-0 no. 61975 is under the sheer legs, "Pom-Pom" 0-6-0 no.64375 is on the adjacent road. |
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| After repairs, 92093 has just been lit up. In a few hours she will be on her way to Woodford again. |
Click here for more photos of Annesley MPD.
Annesley MPD Allocation in 1960
Ex LMR 2-6-2 Push & Pull Tanks 41280 41320
Ex-LMR 2-6-0 "Crabs" 42769 42784 42847 42872 42897
| CLICK TO ENLARGE |
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| "Crab" 2-6-0 no.42784 waits to go off shed on 22nd May 1959 |
"Black Five" 4-6-0's 44932 45116 45223 45234 45450
| CLICK TO ENLARGE |
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| "Black Five" 4-6-0 no.45234 stands on the ashpits ready for disposal. 1965. (Wdn. from 9D Sept 1967) |
Ex-LNER "O1" 2-8-0's 63578 63579 63591 63610 63676 63689 63711 63740 63752 63777 63789 63792 63796 63806 63808 63817
63838 63854 63865 63867 63869 63886 63901
| CLICK TO ENLARGE |
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| "O1" 2-8-0 no.63865 propels a brake van towards Annesley North Junction. January 1962 |
Ex-Great Central "Pom-Pom" 0-6-0's 64375 64420
| CLICK TO ENLARGE |
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| "Pom-Pom" no.64420 is leaving the shed on her way to another pilot job in this photo taken 24/8/58 |
Ex-LNER J39 "Standard" 0-6-0's 64739 64798 64955
BR "9F" 92010 92011 92012 92013 92030 92031 92032 92033 92043 92067 92068 92069 92071 92072 92073 92074 92075 92076
92087 92088 92089 92090 92091 92092 92093 92094 92095 92096
Diesel Shunters D3859 D3860 D3861
Total: 71
Five years later, only three types of steam engine remained on Annesley's books; ex-LMS 5MT's and 8F's, and BR 9F's:
"Black Fives": 44665 44717 44835 44847 44848 44932 44984 45215 45234 45301 45333 45334 45335 45342 45346 45406 45416 45450.
"8F'"s: 48037 48057 48079 48141 48166 48168 48142 48293 48304 48324 48363 48378 48661.
"9F"'s: 92011 92013 92014 92030 92031 92032 92033 92043 92067 92068 92069 92071 92072 92073 92074 92075 92083 92087 92088
92090 92091 92092 92093 92094 92095 92096 92113 92132 92154.
Diesel Shunters D3859 D3860 D3861
Total: 64
Express Passenger Engines
Class "6P" and "7P" locomotives allocated to Annesley in the 'sixties are as follows:
"Britannia" 4-6-2's
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| Note the brackets for the "Golden Arrow" on the smoke deflector |
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70014
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Iron Duke
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June 1962 - Oct 1962
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70015
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Apollo
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June 1962 - Oct 1962
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70048
70049
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The Territorial Army 1908 - 1958
Solway Firth
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June 1962 - Oct 1962
June 1962 - Oct 1962
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| Photo copyright I.Smith, courtesy of Brian Orange |
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| Firemen "Nobby" Clark and Brian Orange are (probably) making a shunting movement with 70049 |
| Photo copyright Tony Parker |
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| Willesden (1A) "Britannia" 4-6-2 no.70031 "Byron" at Annesley 8/9/63 |
"Patriot" 4-6-0's
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45529
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Stephenson
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October 1963 - Jan 1964
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| Fireman Pete Bradbury and Shunter Gordon Langholm |
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| "Rebuilt Patriot" 4-6-0 45530 "Sir Frank Ree" (1A) ready to work the 17.15 to London.10th Oct 1963 |
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| 45522 "Prestatyn" stand under the "legs" in this undated view. |
"Jubilee" 4-6-0's
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45626
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Seychelles
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November 1962 - Jan 1963
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Rebuilt "Jubilee" 4-6-0's
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45735
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Comet
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October 1963 - Sept 1964
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"Royal Scot" 4-6-0's
| Copyright M.Castledine (13th Jan 1964) |
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| 46165 "The Ranger (12th London Regt..)" passes New Basford with the ecs for the 17.15 to Marylebone |
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46101
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Royal Scots Grey
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December 1962 - August 1963
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46111
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Royal Fusilier
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January 1963 - Sept 1963
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46112
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Sherwood Forester
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September 1962 - March 1964
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46122
| CLICK TO ENLARGE! |
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| 46122 has just had her fire thrown out and stands on no.9 road on 29th August 1964 |
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Royal Ulster Rifleman
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December 1962 - Oct 1964
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46125
| CLICK TO ENLARGE! |
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| 46125 on 29th August 1964 |
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3rd Carabinier
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September 1963 - Sept 1964
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46126
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Royal Army Service Corps
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November 1962 - Sept 1963
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46143
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The South Staffordshire Regiment
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September 1962 - Dec 1963
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46153
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The Royal Dragoon
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September 1962 - Dec 1962
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46156
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The South Wales Borderer
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October 1963 - Oct 1964
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46158
| CLICK TO ENLARGE! |
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| Unwanted and unloved, 46158 is returning to Annesley on the Hotchley Hill pick-up goods. |
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The Loyal Regiment
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September 1962 - Oct 1963
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46163
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Civil Service Rifleman
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January 1963 - July 1964
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46165
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The Ranger (12th London Regt.)
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February 1964 - Nov 1964
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46167
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The Hertfordshire Regiment
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September 1963 - March 1964
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46169
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The Boy Scout
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January 1963 - May 1963
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(to be continued)
| Nottingham Victoria |
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| Annesley's 44717 waits to depart on the 17.15 to Marylebone. 13/8/62. Wdn. from 8A (Edge Hill) 8/67 |
Cleaning Days
On arrival at the Loco Depot I was kitted out with overalls and grease top cap and introduced to Fred Lees, the Chargehand
cleaner. To say Fred was surprised to see me was an understatement! I was the first cleaner he had seen since Annesley was
taken under the Midland Region's wing in 1958. Fred was also in charge of the labouring force, and I was introduced to Shed
Labourers Rueben Taylor (ex-driver aged 73), Johnny Holmes (Fred's general dogsbody) and Ben Sills, toilet attendant. He then
sent me over to the canteen, presided over by Mrs. Harper, while he decided what to do with me!
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| Driver Reuben Taylor is with "B1" 4-6-0 no.61066 in this early 'fifties photo. |
About an hour later Fred appeared and sent me to the stores to get a bucket of paraffin and some ”washed rags”
(you could have as many of these as you liked, but only one white rag for polishing), and to clean all the cab numbers of
the Annesley engines that were on shed.
I was told I could do this all week and, so long as I kept out of the way, I could go more or less anywhere and do almost
anything I liked! All this for the princely sum of £3 17s 6d per week!
After my first (and only) week cleaning, as the eldest hand (and only) cleaner Fred told me I would now be labouring, and
I was given charge of sweeping roads 1, 2 and 3 as far as the water columns at the end of the shed front. I was convinced
that I was on my way to my first million! The labourers' rate of pay was £8 8s 0d per week - this was as much as my dad earned
at Hucknall No.2 colliery, and all my mates were earning about £3 a week!
Around three months later I was joined by Graham Bucknall, (sadly killed at the age of 16 riding a high-powered motorbike),
Joe Gibbon (the last I heard, he was at Shirebrook Diesel depot), and Pat Jarvis (latterly still working on the preserved
G.C. at Loughborough). As they were all over the age of 16, they were soon passed out for firing - It didn't bother me as
I knew that, as the eldest hand, as soon as I was sixteen I would always get firing turns, (and promotion through the links),
before them.
Firing Days
Saturday, December 10th 1960.. The great day had arrived! My sixteenth birthday and my first firing turn.
I would like to tell you the story of how I was called upon at the last moment to fire the York - Bournemouth express, hauled
by a V2 2-6-2 from Annesley South Junction because the Sheffield Darnall (41A) fireman had gone sick. I'd like to, but it
would be a load of rubbish!
Actually, I was booked on at 22.55, P&D (Preparation and Disposal) with Driver Tommy Small.
(At Annesley, we always booked on at five to, or twenty five past the hour. This was the arrival time of the Railway Bus from
Bulwell (via Hucknall), where the majority of the staff lived.)
As I’d spent most of the past eleven months (unofficially) learning the ropes, this didn't present a problem to me.
We were allowed One and a half hours to Dispose (put away) an engine, and the same amount of time to Prepare (get ready) one,
so when George Clack, the Running Foreman, came in the mess room and said to Tommy, "92073 - put away and get ready for the
03.05 Woodford" off we went up to the ashpits. Tommy started oiling up while I started cleaning the fire. This was not a difficult
job on the 9F's as they were fitted with rocker bars. After cleaning the fire, we backed down to the water column, which was
adjacent to the Sand house. Filling the sandboxes and the Tender Tank were done at the same time. We then turned the engine
and berthed it on No.6 road, after making sure all the lamps were trimmed, 200lb of Steam, three quarters of a glass of water,
both injectors working, and no faults to report. This was about an hour and twenty minutes after being given the job! Two
more engines to put away, and one to get ready, and Tommy was off to Kirkby on his pushbike. I was on the 04.00 Railway Bus
back home, (and to bed!)
A first year Fireman's rate of pay was £9.3s 0d per week. This was for your first 287 firing turns. So, for my five hours
actual work, I was getting eight hours at time and a half! Sheer bliss - being paid a man’s wage for something I would
have done for nothing. (Well, nearly!)
| Photo from the Roy Warhurst collection. |
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| "9F" 2-10-0 no.92095 is dropping down from the ashpits, followed by a "WD" 2-8-0. |
| Retford (36E) "O2/2" 2-8-0 no.63937. Wdn. Aug.1963 |
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| 63937 is being "put away & got ready" on the ashpits. note the feeder and oil bottle on the framing. |
| Photo by M.Castledine |
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| 45333 and 44665 on11th Sept 1965. Both withdrawn from Newton Heath (9E) 6/66 & 3/68 respectively |
During the first month or so, my forays on the main line were limited to (1) travelling to Bulwell Common on the railway
bus, to relieve crews of "runners" whose eight hours were up. If down trains were "on the block" in Annesley
Yard, It could possibly take another two hours before they got home. Not all drivers believed in as much overtime as possible!
and (2) Relieving runners at Annesley South Junction and taking them onward to local collieries.
| Having changed crews at Annesley South ,....... |
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| ....this down "runner" is approaching Annesley Tunnel with empties for New Hucknall |
(incidentally, the term "runners" was used together with "windcutters" to describe the Annesley to Woodford
"out and home" service, "windcutters" dating from pre-war days!
My first "proper" main line trip came in February 1961. I was booked with driver George Thompson, 13.55 Spare.I
was just brewing our first can of tea of the day, when in came Running Foreman Lol Crampton and said,"63886 (an ex-L.N.E.R.
O1 2-8-0) is on the shed front, she's all ready - Special to Wichnor" So off we went into the down yard, and backed on
to our train of coke for Wichnor Junction, south of Burton (on the despised Midland Railway)
I don't remember a great deal about that trip. Like most of our O1';s the engine steamed perfectly, she lifted the safety
valves (a sin!) when coasting over the Midland, across Bennerley Viaduct (now a listed structure), and we rolled into Wichnor
Junction on time. I remember feeling ten feet tall, waving to the trainspotters on Burton Station. (Not many ex - L.N.E.R.engines
went through the station, most workings by ourselves and Colwick men terminated in the G.N. goods yard at Hawkin's Lane, north
of the station).
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| Annesley "O1" 2-8-0 no.63886 coasts through Burton station on 7th June 1961 |
After the guard uncoupled, we went tender - first back to Hawkins Lane where we had our "snap". After about an hour's break,
we watered and turned the engine and returned light to Annesley.
Little did we know that by the end of 1962, all our "O1's" would be withdrawn en masse and replaced by ex-LMS "8F" 2-8-0's!
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| The GN servicing facilities at Hawkin's Lane consisted of a water tank, water column & turntable! |
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| Recently ex-works Class "O1" 2-8-0 no. 63789 at Annesley MPD. 30th August 1959 |
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| This 1959 view shows "O1" 2-8-0 no.63591 on a "top-link" job - the 10.17 Leicester pick-up goods! |
| Photo by M.Castledine |
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| "O1" 2-8-0's nos.63752, 63817 and 63869 stand withdrawn on the "coal stacks" road. 28/10/62. |
Not all the "O1"'s were withdrawn in November 1962! On 29th August 1964, a Staveley (41H) example waits her turn
under the Annesley coaling plant before returning home. In June 1965 she was transferred to Langwith (41J) but withdrawn a
month later
Writing this reminded me of one of the most important lessons I learned in my early cleaning days. George and my pal Passed
Cleaner Joe Gibbon were having a brew in the cab of a “Standard” (ex-L.N.E.R. J39) on No.7 Road. I climbed up
to join them, and in the course of some light hearted conversation, I spat on the floor. Shock! Horror! George said “Chris,
you never, ever, do that on the footplate! Remember - cleanliness is next to godliness!” That motto stayed with me all
through my firing days, and I can proudly say that my footplates were always spotless.
I would now like to list a few of my experiences with the many different types of engine that came on to the G.C.
Ex L.M.S. 2-6-2 Tanks
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| ex-LMS 2-6-2 tank 41280 has just been lit up for the next "Dido" working. (Wdn from 15C, Dec 1962) |
Two of these (41280 & 41320) were shedded at 16D for working the “Dido” Push & Pull workman’s train from
Bulwell to Annesley. Occasionally, as a Cleaner, I used to travel to work on the Dido instead of the Railway bus. I always
rode on the footplate though, as a) It was more fun, and b) It was a damn sight cleaner than in the non-corridor coaches.
Standard 2-6-2 Tanks 84007 & 84027 replaced these two engines. Apart from Shed work, I never fired on any of these engines,
as by the time I reached the “Dido” Link (No 5 Link was always referred to as this), Annesley’s only “named”
train had ceased to run. (see a rare photo of “9F” 92093 (!) on the Dido when both tanks were unavailable)("Dido"
page)
| Photo by M.Castledine |
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| ex-BR 2-6-2 T 84007 in store: 13th Jan 1963. Withdrawn from Wellingborough (15B) one year later. |
Ex L.M.S. 2-6-0 (43xxx)
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| ex-LM "4MT" no.43065 enters Nottm.Vic. 25/8/64. 8 months later she was cut up. (Wdn from 40E 1/65) |
Although none of this class were ever allocated to Annesley, I fired them on the Queens Walk Goods Pilot turn. If you were
to look in your Ian Allan A B C you would see that Annesley had two sub-sheds, Nottingham Victoria and Kirkby Bentinck. Colwick
provided the engines for the ˜Vic Passenger Pilot, Gotham Pilot, and the aforementioned Goods Pilot. The six drivers
signed on at Nottingham, but the firing vacancies (advertised every month) remained unfilled. It fell upon Annesley's passed
cleaners and spare link firemen to do these demanding tasks.
What a “doddle”! We were allowed ninety minutes each way travelling time, and on the Goods Pilot I would spend
half the shift in the shunter’s cabin playing cards, a couple of hours mashing tea and eating and the other two pottering
up and down the yard with Driver Sid Jones. If I was working my Rest Day, that would be 8 hours at time and a half, and 3
hours at time and three quarters - Seventeen and a quarter hours pay! The fact that Colwick always put their most run-down
engines on this job didn’t really matter. As a passed cleaner, I occasionaly had an ex -Great Northern “A”
engine (L.N.E.R. J6 0-6-0) no.64219 on this turn. You had to take two steps with each shovelful of coal to put it in the firebox!
God knows how Leicester men used to get from Belgrave Road to Skegness on these old Crates.
We also had Colwick "J50" 0-6-0T no.68927 a few times. another relic from Great Northern days!
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| "J6" 0-6-0 no. 64248 (40E) on the Gotham Pilot turn. 4/3/58 . (Wdn from 40F Boston, March 1959) |
| © Kidderminster Railway Museum |
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| Shed pilot "J50" 0-6-0T No.68896 is on the slip road looking slightly the worse for wear. 30/10/56 |
| A rarity! - an ex-GN 0-6-0T with a 16D shedplate! |
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| Ex-Works at Annesley in 1958!. She was transferred back to the GN section in Dec. of that year |
From Ron Bishop, an ex-Colwick (38A) fireman:
"I joined the railway as a cleaner aged 16 in May 1949 at Colwick MP Depot (38A). The legal minimum age then to be employed
in or around a 'loco' being 16. After serving just over a year as cleaner I was passed out for firing duties and spent another
6 months or so in this capacity before being made Fireman proper. In those early days of firing, through lack of strength
and technique due to inexperience, I favoured my chances of successful trips with ex G.C. engines as all that was needed to
get them to 'gas' was to stand there and keep dolloping coal into the firebox. How I feared having to 'get her to stand round'
when we had an ex G.N. engine, especially an 'A' engine. I recall that one day I was moaning to my regular mate Driver Bob
Fearn that G.N. engines were 'deaf and dumb', in particular, ruddy 'A' engines. He replied that there was nothing wrong
with the engines, it was me that couldn't fire 'em and that as for good engine, you'd never find a better one than an 'A'
engine and in his opinion, they had the finest 'front-end' of any engine. Bob was sincere in these remarks by which time
and experience on my behalf did prove the point.
Many was the time that I worked the Seaside Excursions, 11 on equal to 365 tons, sometimes from Leicester Belgrave Road
with various classes of loco' i.e. B1; K3; J39;
but if we had a K2 'Ragtimer' or better still; an 'A' engine, I was pleased as punch.
My Dad was an ex G.C.R. man, started his career at Nottingham Queens Walk loco the moving to Annesley when Queens walk closed
in the early '20s, eventually he became a Driver there. My Dad had a morbid fear of G.N. engines and definitely didn't like
to hear me say that one wasn't a fireman on the G.C., they were muck carters! Apparently, a vast difference was made to the
engines performance by the way the eccentrics were placed, i.e. 'open' or 'closed', one system made for good starting, the
other for better speed. With G.N. engines... they needed notching-up well whereas G.C. engines needed to be well down the
rack. A G.C.engine in the hands of an ex G.C. Driver was great, but by the same rule one had to see the performance of a
G.N. engine being driven and fired by G.N. blokes to see them at their best. No word of a lie... I simply think there was
no engine to better an 'A' engine. I should imagine they were one of the most economical class of loco's anywhere, either
for fuel costs or in maintenance. With a stopping passenger of 3/4 'hat-boxes' leaving Nott'm Vic' for Grantham, a thin
red fire to start off with then 6 level shovelfuls round the box leaving every station would maintain 170lbs pressure and
a boiler full of water all the way. I once proved this to a Driver Danny Barker who I fired for. One more point I must make
is the fact that Colwick Loco' got their coal supplies from Gedling Colliery... Coal! It was more like asbestos, what rubbish".
| Nottingham (Queens Walk) Motive Power Depot |
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| The earthworks to this long-closed depot were still visible in 1964 |
Nottingham Victoria Passenger Pilot was much the same, with a run-down B1 going in and out of Mansfield Road tunnel, shunting
coaching stock and parcels vans for a couple of hours per shift. (even less on nights!)
Only once did we get the call
to replace an ailing engine. A return Skegness to Derby Friargate job came in about half an hour down, with the engine priming
badly. We swapped engines, giving them 61299, and taking the cripple back to Colwick light engine. We didn’t tell the
Colwick men that the engine they were taking wasn’t much better!
| CLICK FOR FULL SIZE |
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| "B1" no. 61160 on Passenger Pilot duty at Nottingham Victoria. Withdrawn from 40E(Colwick) Sept 1963 |
My favourite driver on this turn was Ted Wills. Ted was an ex Tebay (11D) man, who came to “The Vic” for promotion.
I think Ted still thought that he was banking trains up Shap! Every move we made was full regulator & cut-off. There were
two regular main line turns for the “Vic” men, to keep their route knowledge up to date .They were the 5.55 am
all stations to Sheffield on Monday, and the 10.40 stopper to Grantham on Thursday. I once worked this turn with Driver McDonald
with a B1 instead of the usual L1 tank. He frightened me to death on the return journey by flicking the catch out of the reversing
lever, sending it in to full cut-off, (with a wide open regulator!) between Radcliffe and Netherfield.
"Black Fives"
| 45450 working the 06.20 Daybrook pick-up.23/12/64 |
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| Driver Jack Jordan & Fireman Chris Ward pose at Leen Valley Junction |
At last - the only decent type of Midland engine! Even the most biased of Annesley men would admit to them being nearly as
good as a B1! We worked them on everything, from pick - up goods like the 06.30 Daybrook, to the Manchester - London sleeper,
which we worked as far as Leicester when it was diverted from the ex - L.N.W. lines during electrification. When reminiscing,
you tend only to remember the exceptional trips (good and bad!). I never had a Black Five remotely shy for steam. On my first
trip on the sleeper with Driver Tommy Howlett, No. 45116, one of our own engines behaved impeccably, with 220 lb. of steam
and three quarters of a glass of water all the way, and a right time arrival at Leicester…… My second trip, with
a borrowed “Scot” was a bit more memorable! (More of that later!)
| Photo from the Colin Swainson collection. |
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| A rare visitor to Annesley is Carlisle Upperby (12B) "Black Five" 4-6-0 no.44834 (c.1965) |
| Photo by M.Castledine |
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| 5MT 4-6-0 no.45190 facing north. Withdrawn from Heaton Mersey (9F) in May 1968. |
One depot that always maintained an excellent stud of "Black Fives" was was 8C Speke Junction (Liverpool). We used to work
a special parcels train which ran from Liverpool to London for about three weeks, twice a year. This working was always hauled
by an 8C engine, and it conveyed Littlewoods Catalogues (Spring & Winter issues). I worked this train quite a few times with
my (favourite) regular mate, Jack Jordan. We used to book on at 19.25, quickly read the notices and catch the same Railway
Bus back to Bulwell. After two pints in the B.R.S.A. we would then catch the Corporation bus to the Midland Station. We then
travelled on the only “express” on the Lincoln to Derby route, the “Tamworth Mails” leaving at 21.05
(always hauled by a Stanier 2-6-4 tank) to Derby, and on to Stoke on Trent by D.M.U. Two more quick pints before closing
time then feet up for another hour. Another great job! We worked back over the ex -G.N. line via Egginton Junction and Derby
Friargate to be relieved by a set of our own men at Nottm Vic. We would then get a lift back on a “Runner” to
Annesley, Jack getting off at Bulwell, and myself at Hucknall. (Sending the Driver’s ticket up with the crew of the
“Runner”, pinched us another half hour!) Twice we had a “Caprotti” Black Five on this job. I personally
found them to be no better than their sisters.
I remember one trip, when I was firing to Cis Bailey, we were working the
Mondays only 05.50 Annesley - Sheffield Class"D" goods. We were the first train northbound out of Annesley yard with Newton
Heath allocated no.45076. Cis's method of driving was to wind the reverser back as far as possible as soon as we were under
way. Unfortunately as soon as we entered Annnesley tunnel, we slipped...and slipped...and slipped to a standstill. After what
seemed like hours stuck in the choking, red-hot, sulphorous atmosphere,(but was probably only 5 minutes!) Cis managed to get
her moving again, and off we went on our merry way to Sheffield.
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| Annesley's 44932 (now preserved) takes water at Bulwell Common while working the Basford pilot turn. |
“Jubilees”
| A Millhouses "Jubilee" and an Ardsley "B1" |
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| 45600 "Bermuda" and 61173 stand on no.1 road on 8th September 1963 |
| Photo copyright Tony Parker |
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| "Jubilee" 4-6-0 "Hawkins" (17B) has just dropped down from the ashpits on a dull evening in 1962. |
| Photo By M.Castledine |
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| 45562 "Alberta" passes through New Basford with the Poole-Bradford express in 1964 |
| Nottingham Victoria 29th August 1964 |
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| Fireman George Hunt looks back as 45735 "Comet" departs with the Mablethorpe - Leicester . |
| Exactly one month later, she was withdrawn. |
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| "Rebuilt Jubilee" 4-6-0 no.45735 "Comet" out of use at Annesley MPD |
The only time I fired a “Jubilee”, was when I was booked with Passed Fireman Stan Taylor for a week in October
1962. We were rostered on the 23.40 Annesley-Woodford. Stan was an excellent mate to be with, and every night he let me drive
the return "Runner" back to Annesley. However, this was a No.2 (Passenger) Link working, and on the Saturday, we were rostered
to return with the "Newspapers" the crack G.C. train of the time. We'd encountered patchy fog all the way up, and were twenty
minutes down on arrival at Woodford. After we had dashed over to Woodford station, we found out that the "Papers" was running
half an hour late, so we had a little more time to eat our food. On being told that our train was passing Culworth Junction,
we went on to the platform ready to relieve the Woodford men. Through the fog loomed No.45639 "Raliegh", (a stranger to the
G.C). As the crew got off, the fireman said "She's a good ‘un, mate", - and she was! Apart from the fact that I couldn't
sit down due to the rough riding, (Stan wasn't letting me drive this one!) She steamed like a dream! And would you believe
it - both injectors actually worked! (You will have gathered by now, that the injectors on Midland engines were unreliable)
Going up Shawell bank between Lutterworth and Rugby, the 3 cylinder "Jubilee roar" from the chimney top was fantastic. While
I was clinging on for dear life going down Ashby bank, on passing Whetstone Stan shouted that we were doing 89 miles an hour!
This was the fastest I ever went in my railway career. We arrived in Nottingham Victoria having taken 22 minutes for the 23
miles from Leicester Central, start to stop!
"Royal Scots"
In 1962/63 we had the misfortune to "acquire" some of the "crème de la crème" of the hated L.M.S. Yes, you've guessed - the
famous "Royal Scots" together with “Rebuilt Patriot” 45529 "Stephenson" and “Rebuilt Jubilee” 45735
"Comet". They were supposed to be for the Manchester to Euston "Sleeper", diverted to Marylebone over the GC due to the Euston
electrification, and the Marylebone semi - fasts, but we were quite happy with the Black Fives, even though it was pushing
it a bit with "eleven on" on the Sleeper.
The "Patriot" was immediately relegated to local freight and pick - up work. We soldiered on with the "Scots", but they were
poor tools. Apart from being impossibly rough riders,they were often in trouble with inexperienced firemen, due to the long
narrow firebox.
My first contact with a "Scot" was about nine months before they came to the G.C. I was in the Relief Link at the time, and
was booked with my regular mate Jack, on the 06.20 all stations (including Rushcliffe Halt!) to Marylebone, which we worked
as far as Woodford. After three days with Black Fives, we arrived at work as usual at 04.25 on the Thursday to be given 46163
Civil Service Rifleman. This was about eighteen months before it was transferred to Annesley, (during which time its condition
had deteriorated considerably). Anyway, given the fact that we only had five coaches on, and that this train was allowed over
four hours to get to Marylebone, the only difficult part about it was to stop the safety valves lifting!
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| "Royal Scot" 4-6-0 46101 formerly "Royal Scots Grey" stands outside the shed shunter's cabin. |
| Photo by M.Castledine |
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| 46122 "Royal Ulster Rifleman" 13/1/63. One of the better "Scots", she lasted till October 1964 |
However, my next trip on a "Scot" was a little bit different. As I mentioned earlier, I was with driver Tommy Howlett on the
Manchester-Marylebone Sleeper. Tommy was a veritable mine of information about non-railway matters – he showed me where
Charles Peace the murderer used to live, (opposite Darnall Station) and where Lady Chatterley did all her shenanikins (over
to the right passing Heath station, near Sutton Scarsdale Hall) But I digress………After two trouble free days
with Black Fives, we booked on as usual, to be greeted by Running Foreman Lol Crampton with the words "Reginald Maudling (the
then Home Secretary) is on the train tonight, don't be ******* late! We had a borrowed "Scot" 46155 The Lancer, and a tender
full of best passenger coal. When we arrived at the 'Vic, we were again informed that the Right Honourable Gentleman was on
the train, and that it was (unusually) running to time. In it came, hauled by the usual E.E. Type 4, and ten minutes later,
we were away. Crossing the Trent, Tommy had her wound back to 25% cut - off and full regulator. I was firing "text book" style
(eight shovelfuls at a time, waiting for the smoke to clear at the chimney top, then another eight). Passing East Leake, the
needle was just off the red mark, with the exhaust injector on, and the water in the top of the glass. On clearing Barnston
Summit, Tommy eased the regulator for the drop down to Loughborough. Immediately, she started to blow off, and I went over
to put the live steam injector on. The bloody thing wouldn't work. As Tommy applied the brakes to slow down through Loughborough
Station, the exhaust injector blew off as well. We came to a stand at Quorn 'box with the safety valves roaring and a quarter
of a glass of water! The prospect of throwing out the white - hot fire was not very pleasant! Just as the water was in the
"bottom nut" we finally got the live steam injector to work and eventually limped into Leicester twenty-five minutes down.
I don't suppose Mr. Maudling even turned in his sleep! As we limped on to Leicester MPD, we could hear the Cockneys roaring
up Ashby bank with the replacement Black Five they'd been given. Trust this to be the only time we were late all week!
”Coronation” Class 4-6-2
| Photo by M.Castledine |
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| 46251 "City of Nottingham" on No.1 road 8/5/64. |
The only time I am aware of that a "Coronation" worked on the G.C. was on Saturday May 9 1964, when 46251 “City of Nottingham”
hauled an R.C.T.S. railtour from Nottingham to Swindon. Driver Eddie Foley and Fireman Arthur Gibson worked this train as
far as Woodford. It was the only time I ever saw them wear regulation "greasetop" hats! - Eddie usually wore a flat cap, and
Arthur a beret. This was obviously because Inspector Weevins was accompanying them!
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| A hatless Eddie Foley and Arthur Gibson |
The "Pacific" arrived on shed at 3.35 pm on Thursday 7th May, and the next day was spent getting her ready for the job in
hand. However, as management didn't trust ex-LMS engines 100% (and after the "Royal Scots" fiasco, who could blame them!)
at 11.30 pm on Friday 8th May, "V2" 2-6-2 No.60847 "St.Peter's School, York A.D.627" was prepared as standby engine!
| Copyright J F Henton |
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| Driver Eddie Foley and Inspector Weevins are chatting prior to departure. |
It was Arthur Gibson incidentally, who gave me my first trip to Woodford. It was in March 1961, and I was 13.55 P & D. Now
on this turn, Annesley 'Loco was so busy in the afternoon, that it was not unusual to be back on the Railway Bus at Six o'clock,
or even Half past Five. Arthur was in No. 3 Link at the time, and was booked on the 14.30 Bulwell - Woodford. Walking down
the cinder track to the 'Loco on the Tuesday, he asked me if I wanted to swap turns for the rest of the week. After two seconds
hesitation I agreed, and so on the Wednesday I climbed aboard 92010 for my first trip on a "Runner". This was the first time
I'd been with Driver Jack Jordan, and we hit it off straight away. Now Jack was "well in" with Horace, the List Clerk, and
it was no coincidence that when I was made a Registered Fireman, I moved into the No. 6 Relief Link as his regular mate.
Ex-LMS "8F" 2-8-0s
Autumn 1962 brought about the biggest change of motive power at Annesley since the “9F” revolution in 1957. All
our “O1” 2-8-0’s were taken out of service and replaced by ex-LMS class”8F” 2-8-0’s.
| CLICK TO ENLARGE! © KRM |
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| 63872 in happier times! 30th September 1956 |
| photo copyright M.Castledine |
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| 28th October 1962 sees "O1" 2-8-0s 63752, 63817 & 63869 waiting the call to the scrapyard. |
| CLICK TO ENLARGE |
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| The same engines taken from the opposite viewpoint (on the coal stacks) |
While on paper this seemed a fair swap, in practice (as usual) Annesley got the worse of the deal!
One would think that the “8F”, being the more modern locomotive, would be vastly superior to the ex-Great Central
“O4” rebuilds. No way! When cleaning the fire on an “O1”, the fireman could whip out four of the firebars,
push the clinker through and have the firebars back in less than half an hour. Not so with the “8F”s! the firebars
were twice the length and weight. This, together with a longer firebox made the fireman’s job much more arduous.
Whilst once under way they could pull as well as the "O1's", they were less sure-footed, heavier on coal and water,
less comfortable, had less reliable injectors and also poorer braking power! However, they were vacuum fitted, so they could
be used on fitted freights. In practice though, this seldom happened. We used them on the Stanton Ironworks diagrams, and
all the local workings, Colliery jobs etc.
| 12th March 1965. Copyright M.Castledine |
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| 48141 (still in mid-gear!) has got the road for the 16.25 Newstead (ex-Silverhill) - Stanton |
One job we had was relieving the 13.40 ex-Silverhill Colliery at Newstead (GN) and working onward to Stanton, arriving at
17.16. 22nd November 1963 saw Driver Wallace Walker and myself working this train. We arrived at Stanton on time, disposed
of our empties, and were sat having our "snap" when the head shunter came out and told us that U.S. President, John
F Kennedy had been assasinated!
My final two "8F" turns before leaving Annesley for Toton in 1965 were both with 48293. Sunday 21st February saw
me on a Kimberley Ballast working with Cis Bailey, and three days before I left I was with Pete Harrison on the 06.50 Staveley
job.
To be continued.............
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![shunting_at_annesley.jpg](/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual&linkpath=http://www.annesleyfireman.com/sitebuildercontent/sitebuilderpictures/shunting_at_annesley.jpg&target=tlx_new&title="The Olden Days" )
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 "O2/2" 2-8-0 no.63937. Wdn. Aug.1963)
![45600_61179_8_9_63.jpg](/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual&linkpath=http://www.annesleyfireman.com/sitebuildercontent/sitebuilderpictures/45600_61179_8_9_63.jpg&target=tlx_new&title=A Millhouses "Jubilee" and an Ardsley "B1" )
